Controlling mechanism for power-vehicles.



6. M. MANLY.

Patented Mar. 23, 1915.

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nventer G. M. MANLY.

CONTROLLING MECHANISM FOR POWER VEHICLES.

APPLICATION FILED FEB.4,1911.

1,} 32,665. Patented Mar. 23, 1915.

3 SHBETS-SHEET 2.

A nest In vntor 1 9' if, fi m mg (QM M L G. M. MANLY.

CONTROLLING MECHANISM FOR POWER VEHICLES.

APPLICATION FILED PEB.4,1911.

1,1 32,665. Patented Mar. 23, 1915.

3 SHEETS-SHEET 3.

Attest: In ventor:

provided with a fork 40 adapted to engage the hub of the movable member of the clutch 4. The members of the clutch 4 are held in engagement in the usual manner by means of a spring41, the arrangement of the parts ing such that rotation of the lever 37 in a clockwise direction around the shaft 24 as shown in Figs. 2 and 3 moves the movable clutelnmember away from the fixed member against thetension of the spring 41. The hub 42 of the pedal lever 37 is provided with a lug 43 adapted to be engaged by a pin44, on t 1e shaft 24 so that clockwise rotation of the shaft 24 ,will rotate the pedal lever with it while the pedal lever may be rotated in a clockwise direction independently of the shaft 24. Attached to the upper end of the arm 21 is one end of a spring 45 adapted when the arm is released from the hooks 22 to turn the arm and its attached gear 25 in a' counter clockwise direction as shown in the drawings, the other end of the spring being connected to the footboard 46 at 47. Projecting from the upper end of the arm 21 is a lug 48 which is adapted to engage a fixed stop 49 depending from the footboard to 4 limit the forward movement of the arm against the tension of the spring 45 and mounted in the footboard immediately above the arm 21 when in the position where it is engaged by the hooks 22, is a push bolt 50 adapted when depressed against the tension of its spring 51 to engage behind the log 48 on the upper end of the arm to hold the arm against movement when desired for a purpose hereinafter set forth. As: shown, the pedal arm 26 projects through a slot in the footboard the rear edge of which slot limits the rearward movement of the pedal arm to the position shown in the drawing.

I will first describe the automatic operation of the device when the vehicle engages an obstruction in its path of movement. The cross bar 10 of the fender 9 being the most advanced portion of the vehicle will engage an obstacle .or person in the path of move ment of the vehicle and continued movement of the vehicle will cause the bell-crank lever 17 to rock onitsshaft through its connec tion at 19 with the rear real-50f the fender thereby releasing the arm 21. The spring 45 then draws the arm 21rearwardly turning it and the gear 25 in a counter clockwise direction on the shaft 24 The gear 25 is in mesh with the gear 27 on the pedal arm but as the pedal arm is against the footboard 46 at the rear end of its slot, the gear 27 is held against bodily movement with the gear 25 and is therefore rotated'on the pedal arm as an axis, thereby rotating the gear the shaft 24 to which the gear 28 is attached, in a clockwise direction. This clockwise mtation of the shaft 24 causes the pin 44 to engage the lug 43 on the hub of the clutch lever 37 and turn the lever in a clockwise ilicounter clockwise direction thereby pulling the brake operating rod forwardly which movement, as previously described, expands the brakes 34 against the driving wheels 5. The vehicle is now at rest with the spring 45 holding the clutch disengaged and the brakes set. Should the operator desire to start the vehicle after the obstruction is removed, he first presses on the pedal arm 26 turning said arm and the gear 21 carried thereby in a clockwise direction around the shaft 24.

Now as the gear 2? is in mesh with the gear 25 and also with the gear it tends to rotate both said gears in a clockwise direction, but as the gear has already been moved in that direction to the limit permitted by the brake mechanism, it new acts as a stationary rack for the gear 27 causing the said gear to turn on the pedal arm and turn the gear 25 and the arm 21 against the tension of the spring 45 with twice the speed or" the pedal arm 26 until the lug 4-8 on the arm 21 engages the stop 49, and the hooks 22 again engage the pin The operator then releases the pedal and, the spring 4.5 being now held out of action by the hooks 22, the

brakes are free to contract and the spring 41 causes the clutch members to engage, the pedal arm being returned to its original position.

YVhen the operator desires to stop the vehicle he can do so by merely pressing the pedal arm 26 forward, turning the arm and the gear 27 in a clockwise direction. The gear 25, being now held stationary by the engagement of the lug 48 on arm 21 with the fixed stop 49, acts as a rack for the gear 27 so that the gear 27 turns the gear 28 and the shaft 24 in a clockwise direction at twice the speed of the pedal arm, releasing the clutch and setting the brake in the manner described above. Should the operator re lease the pedal the vehicle will be again set in motion as previously described, but should he desire to keep the vehicle stationary for some length of time or to leave the so the gears s dal.

a-tic operetlon an V to be used to push an o r rule of its The operator may lug 43 On the a driving mechanism, means .ably supported by said path, the operator depresses the push bolt 50 into engagement with the lug 48 on the arm 21 thereby holding the arm against movement when the hooks 22 are disengaged from the pin 23 by the operation of the fender. \Vhen the vehicle is clear of the obstacle the fender resumes its forward position and the hooks again engage the pin. then release the push bolt 50 and the parts will be set for automatic operation-as before. The clutch may be disengaged without setting the brakes, by pressing on the pedal of the clutch lever 37, turning the lever in a clockwise direction around the shaft 24. In this movement the hub of the clutch lever merely and therefore moves away from the pin 44 I does not turn the shaft 24.

I have shown my stop mechanism applied to a road vehicle but it is to be understood that I do not limit myself to its use in vehicles of this class, as it may obviously be ap lied to any self-propelled'vehicle provi ed with means for shutting oil the powe and for stopping it.

1. In a motor vehicle, the combination of a driving mechanism, a driving wheel, a clutch between said mechanism and said \vheel, said clutch having a control member for direct operation by the driver to release the clutch, a power operated device for actuating said releasing means, a latch for holding said power operated device against movement, and a fender movably supported by said vehicle and operatively connected to said latch.

2. In a motor vehicle, the combination of for rendering said driving mechanism inoperative, a spring for actuating said means, a latch for bolding said spring under tension, a fender movvehicle and operativelyconnected to said latch, manually operatable means for rendering said driving mechanism inoperative, and 1! cans operated by said manually operated device for plac iug said spring under tension.

3. In a vehicle, the combination of a brake, means whereby said brake may be directly applied by the driver of the vehicle, a power operated device for operating said brake applying means, means for holding said power operated device against movement, said power operated device being connected to said brake applying means to permit manual operation of the brake without affecting said power operating dcvicv, and a tender movably supported on the said vehicleand operativcly connected to the said means.

4. In a vehicle, the combination of a brake, a spring for latch for holding said spring under tension, at fender carried by the vehicle, means for operatively connecting said fender and said latch, a manually operatable device for actuating said brake, and connections between said device and said spring whereby said spring may be placed under tension. by movement of said device.

5. In a motor vehicle, the combination of a driving motor, a driving wheel, a clutch between said wheel and motor, a brake for said vehicle, means for operating said brake and clutch comprising a ear wheel, a second gear wheel, a'spring or actuating said second gear wheel, a fender movably supported by said vehicle, a latch for holding said spring under tension operatively connected to said tender, and a pedal pivotally supported on said vehicle and provided with a gear wheel meshing with both said first mentioned gear wheels.

6. In a motor vehicle comprising a motor, driving wheels, a clutch between said motor and driving wheels, and a brake mechanism, the combination of means adapted for direct operation by the driver of the car for releasingsaid clutch and ap plying said brake, a source of power, mechanism adapted to be operated by said power for actuating said clutch releasing an brake applying means, a tender protruding in front of said vehicle and movable relative thereto, and means, operated by said fender for causing the said power to operate said mechanism, substantially as described.

7. In a motor vehicle, the combination of a driving mechanism, a clutch interposed in said mechanism, a spring for holding said clutch engaged, a pedal opcratably connected to said clutch for releasing the same, a movable i'cndcr carried by the vehicle, connections between said tender and said clutch wherebv movement of the fender actu atcs the clutch releasing means, said fender operating mechanism and said pedal being interconnected so thatrthe movement of one does not all'oct the position ofthe other.

8. In a motor vehicle, the combination of a dr ring mechanism, a clutch interposed in said mechanism, a spring for holding said clutch engaged, means for releasing said clutch embodying a differential mechanism, a wdal connected to one element of said did'crontial, and a fender operated device another element thereof.

CHARLES M. MANLY.

connected to actuating said brake, a 

